Automobile gearing



March 10, 1931. T. L.: FAwlcK l AUTOMOBILE GEARING Filed Sept. 5

.\ 1924 Ves sheets-sheet 1 T. l.. FAwlcK Filed sept. 5, 1924 6 Sheets-:Sheet 2 March 1Q, 1931-.' T. L AWICK 1,795,426

AUTOMOBILE GEARING Filed Sept. 5, 1924 6 Sheets-Sheet 3 namazzlm'cz v March 10, 1931.

Filed Sept. 5, 1924 T. l.. x"-AwlK AUTOMOBILE GEARING 6 Sheets-Sheet 4 March 10, 1931. T. L.. FAwlcK l AUTOMOBILE GEARING yFiled sept. 5, 1924 l 6 Sheets-Sheet 5 March 10, 1931.

AUTOMOBILE GEARING Filed Sept. 5, 1924 6 Sheets-Sheet 6 ing for automobiles Patented Mar. 10, 1931 .UNITED STATES' PATENT' ori-lcs THOMAS L. FAWICK, OF RACINE, WISCONSIN, ASSIGNOR TO IBROWN-LIPE GEAR COM IPANY, OF SYRACUSE, NEW YORK, A CORPORATION OF NEW Yom: t

. Y l w AUTOMOBILE GEARING- Applicationfnled September 5, 1924. `Seria1 No. 735,983.

My invention Jrelates to transmission gearand the like, and itis an improvement upon'the invention shown and claimed in my prior Patent No. 1,495,782, issued'May 27, 1924.

In said prior patent, I have shown specilically a sliding gear transmission as the primary transmission or accelerating and reverse gear combined with an internal gearr and v pinion as the speed range gear. These two gears are, in accordance with that invention, combined ina single unitary structure-for giving the usual accelerating and reverse function and,.in connection therewith, the speed range function all combined in a lsimple manner. In the improvements which I disclose and claim herein, I havel disclosed,

among other things, the manner in which the The moun the propeller shaft.- Thus,

internal gear' and# pinion for securing the speed range may be combined with a planetary type of accelerating and reversev gear, such as is used in the Ford engine. I also disclose a structure which is adapted to be combined with the torque tube now in use on Ford, Lincoln and Lafayette cars.v

The movable gear of myI speed range gear is mounted on a swinging carrier which is adapted f r/movement in the arc of a circle.V ing of the carrier is such that the movement of the front end of the torque tube is substantially in a vertical plane. As a esult,`the alignment of the rear axle and wheels is not disturbed and avery simple and inexpensive structure is made possible. l The carrier,'which is preferably, but not necessarily, an eccentric drumfcarries at its rear end the forward half of the ball and socket joint in the torque tube. M- The shaft section which is mounted in the carrier carries the forward end of the universal joint in shifting of the carrier from one position to the other moves the joint in the torque tube up or down by an amount corresponding to the change in gear ratio.v s The embodiments which I have illustrated are designed to vbe used in connection withl standard accelerating and reverse transmissions as now uilt, but it will be obvious to those skilled 'n the art that the accelerating and reverse gear may be` re-designed in connectlon with the speed range gear to give a compact, inexpenslve and efficient construction and embodying these qualities to a greater degree than the construction which I have shown as being adapted for attach-l.

vment to structures already in existence.

One of the desiderata is to keep the length of the speed range gear mechanism at a minimum, and, at the same time, to give the moving parts the necessary bearing support. As one meansto accomplish this, I may place a bearing directly outside of the internal gear, as shown, for example, in my copending application 716,357, filed May 28, 1924, to pro vide a direct radial support for the Said in'- ternal gear.

Since it is necessary to have one of the gears of the yspeed range mechanism axially movablein order to plungethe same, I elect in the preferred formv to make the spur gear or pinion relatively stationary since it must be unsupported at its outer end at -all events. Then I make the internal gear movable and, in order to give it as much support as possible,I place the bearing either radially outside of the internal gear or place it -just back of thev head of the internal gear and make the bearing itself axially movable. the movable gear is independently and di- Thus, t

rectly supported in the bearing in the car- I riage and the shaft sectionffloats inside of its gear, being connected to the gear by vsuitable splines. .This avoids the necessity or taking the' bearing stresses through the-splined partof the shaft.

I may, if desired, hold the internal gear stationary and plunge the pinion. In that event, the bearing for the pinion is made slidable.

In the present embodiment, I provide a novel connection'between the' shift lever and the plunging gear.- Preferably I connect the inner 'end of the shift lever to the movable gear at a point lyi g-back of its movable bearing, so that th connection occupies a minimum ofspace and is light and simple in construction. It also permits the bearing to be brought as near as desired to the outer end of the movable gear. If desired, I may use a shifter fork lying-in front of the front which is not a normal position and, therefore, accidental locking is not vlikely to occur.

The control handle or its connected parts, must be moved to the central or intermediate non-driving position and then only can the driving connection be broken and the lock be( made to hold it in that position.

In order to acquaint those skilled in the art with the manner of constructing and operating my invention, I shall now describe, in connection with the accom anying ldrawings, a specilic embodiment o the invention.

In the drawings:

Fig. 1 is a diagrammatic showing of the embodiment of my invention in the power plant and transmission of-a Ford touring car;

Fig. 2 is a vertical longitudinal section' through the rear end lof the accelerating and vreverse gearing, through the speed range tube;

Fig. 3 is a section taken'on the line 3'-3 of Fig. 2;

Fig. 4 a fragmentary 'sectional view taken on the line 4 4 of Fig. 2;'

ig. 5 is a plan view of the gate member; Figy is a diagrammatic view similar to Fig. lvshowing the power plant, accelerating and reverse gearing speed range gearing and drive shaft for a vehicle like the Ford truck; Fig. 7 is a vertical longitudinal section through the accelerating and reverse mechanism to the speed range mechanism and the forward part of the torque tube of the. modification shown Fig. 6;

Fig. 8 is a, rear -elevational view of the pinion shown in Fig. 7 l Fig. 9 is a transverse on the line 9;9 of Fi Fig. 10 is a longituigl gearing and Jthe front lend of the torque 7 v l n n mal vertical sectlon .of a modlfled form of my invention;

Fig. 11 is a transverse section taken on the line 11-11 of Fig. 10.;

Fig. 12 is a fragmentary section through thetracing for the controlling lever;

Fig. 13 isa view similar to.Fig. 10 of a modification embodyingv a locking structure in accordance' with my invention;

Fig. 14 is another modification of the struc ture shown in Fig. 10, also embodying a locking structure; and i Fig. 15 is a cross sectional view of the same taken oil the line 15-15 of Fig. 14.

Referring now\to Fig. 1, I have shown the engine 1 with the usual Ford planetary aci celerating and reverse` gearin 2, and con.- nected to and directly back of t e same is the speed range gear mechanism having the consectional view taken troller handle 4. The speed range gearin 3 comprises an eccentric,member 5 whic provides at its rear end a suitable ball socket for the forward end of the torque tube 6. The torque tube 6 is connected to the differential housing of the rear axle 7, where the drive is transmitted to the rear wheel 8. The

accelerating and reverse gearing shown is of the standard model T Ford construction, and it includes a housing 10 which is provided at its rear end with a flange 11. A hemispherical cup-shaped plate 12 is provided to form a bearing support for the rear end of the, hollow shaft13, the bearing consisting in a suitable sleeve 14 fastened into a socket placed in the bottom of the cup 12 and preferably welded thereto. This sleeve 14 contains a lining 15 of anti-friction metal. The cup 12 is shaped normally to receive the forward end of the torque tube, which forward end of the torque tube comprises a hollow' ball or spherical enlargement to form a ball and socket joint for the forward end of the torque tube concentric with the flexible couj. pling of theA propeller shaft.

Where the speed range transmission of my .inventio'n i to be inserted in cars already built, the torque tube 6 and its propeller shaft ,10' are shortened so as to move the universal joint back toward the rear axle by a distance suiciently great to accommodate the speed range transmission.

The tubular shaft 13 which has its bearing support in the bearing sleeve 14-is vbreached out at its end to form a square socket for receiving the squarestud 16 of the internal gear and socket member 17 which forms a part of my transmission.

The tubular shaft 13 is connected through a clutch and through suitable planetary gears to the co-aXial driving shaft 18, Which-may be termed the engine shaft. That is to say, the driving shaft 18 is connected to the inter- .mediate shaft 13 either through the clutch 19 for direct drive or through suitable concentric shafts or sleeves or planetary gears, as it is understood by those skilled in the art.

The cup-shaped member 12 whicl supports the bearing sleeve 14 has asuitable fiange 20 by which it is supported against the flange 11 of the housing 10. Preferably, but not necessarily, I add across frame member 21 which has its web 22 interposed between said web 20 and the end wall 23 of the housing or drum `24 of the speed range transmission `3. The

web 2() seats about a boss or hub 25, which centers the housing 24 with respect to the housing 10.

The housing 24 is machined out to receive the eccentric 5, these two parts having cooperating cylindrical surfaces. The cross frame member 21 extends over ,to the side frame members'of the chassis of the vehicle, where the ends of said cross frame member are sup- Y ported and suitably secured as by riveting.

, enlargement drical portion-26 and the rearwardly extend-f ing neck 27,- upon the end of which 1s formed part of a spherical socket for receiving the or ball 229 of the forward end of the torque tube 6. The spherical cap member 30 which holds the hollow ball 29 in place in the socket is preferably the standard part which, inthe usual Ford transmission, clamps against the flange 20 of the cup memberv 12.

The parts 28 and 30 which form the socket are secured together by suitable ianges shown at 31. The housing 24 contains a bearing 32, the vouter race ring of which is seatedin the hub or boss 25 and the inner ring of which is mounted on thehub of the internal gearvapld socketmember 17. A snap ring 33 lholds t e inner race against axial movement with respect to said hub. The result is'that the internal gearA and socket member 16-is supported against radial' stresses by the antifriction bearing 32.v The squared shank 16 is pressed into the lar intermediate shaft 13, and since the outer race of the bearing 32 seats against a shoulder shown at 34, this internal gear and socket member is held against axial and radial movement. v

The member 17 has internal gear teeth 35 which cooperate with the external gear teeth 36y of the pinion 37, the pinion 37 being the same to receive `mounted upon 'a short hollow shaft section 40 in the eccentric 5.

The member 17 has a central socket formed with suitable clutch teeth cooperating with the teeth 36 of the pinion 37 to connect the parts 17 and 40 together so that the drive from the engine shaft 18 and hollow intermediate shaft 13 may be directly through the stud 16 of part 17, then through the clutch teethl of the socket and of the pinion and then through suitable splines 41 to the'short shaft section 40. Theshort shaft section 40, which is' carried by the eccentric 5, has a squared ysocket 42 breached in the rear end of the stud or shank 43 of the forward part of the' universal joint indicated The forward part 44 of the universal joint is connected through a suitable ring` to the rear half of the universal joint and on to the propeller shaft 10 and then on to the rearl wheel 8 in the usual manner, "as is well understood by those skilled in the art. The pinion 37 is formed on the forward end of a sleeve like member 45 which i's splined, as indicated at 41, to the shaft section 40. A flange at 46 lcooperates with the inner race member 47 of the bearing 48 to form a groove or ring 49 to receive the shifter fork 50. This" shifter fork is connectedto the front end of a plunger rod 51, the rear end of which extends out of the drum portion 26 along the neck 27 and has a notch 52 in which is received the end 53 of the controlling lever'4.

socket formed in the tubu' The inner end. ofthe sleeve 45 is threaded to receive a lock ring 54 for clamping the inner race 47 between it and a vsuitable shoulder formed in the sleeve. Thus the inner race 47 is securely fastened to the sleeve 45. The outer race 55 rests in a'ring 56 supported in a web formed orr the interior of the drum 26. The outer race 55 is'sui ably keyed or splined to said ring 56 to preve t turning of the same.

The ring. 56 is slotted at a point adjacent the shifter fork 50, as indicated at 57, to permit of sufiicient movement of thev shifter fork to move the pinion 37 axially clear of the line y of the gear teeth 35.

Now, it will be understood that the shifter fork y50 may be moved back of the bearing 48 and the ring 56 extended further forward, the'shifter fork 50 passing through the 'slot 57 and having its ring back of said bearing 48 instead of in front of the same. lThus, the bearing 48 may be brought nearer to the forward end of the shaft section 40 and it will support the pinion 37 in better fashion.

The rear end of the shaft section 40 is support'ed in a suitable bearing 58, the outer race of which is mounted in the tubular neck 27 and held between two expanding rings.59. The inner race is held between a shoulder on the shaft section 40, indicated at 60,.'anf a clamping nut 61 threaded onthe endo\f said short tubular section 40. The stud or shank 43 of the coupling 4member 44 is forced intol the socket formed in the end of the shaft section 40. It will be seen that by means of the bearing 5 8 the shaft section 40 is 'held against endwise movement, the bearing 58 being a ball bearing. The bearings 32,48 and i.

58 are ball bearings and take not only 'the ot .pin passing through a pair of ears 65 4 is urged in a clockmounted uponthe eccentric 5. The controll ling 1ever'4 has a lateral extension 66 ending fin a key 67, this key being adapted to-enter pockets 68 and 69 (see Fig. 4) formedin a suitable gate member 70. The eccentric 5 is retained in place in of a retaining ring 71 held in place by suitable bolts 72. The gate member 70 is arcuate and is arranged about the upper periphery of the housing 24 and is clamped against said retaining ring 1 by bolts 7 2. It will therekfore be apparent that plunging of the pinion 37 into mesh with either the gear teeth 35.l or the teeth in the central socket can occur only the housing 24 by means when the key 67 is inregister with the pocket 68 or 69.

` The operation of the device 'is as, follows:

Assuming that the speed range gear 3 is E employed in connection with the usualFord pleasure car, to install'the device the rear -half of thesocket for the universal coupling of the torque tube 6 is frstdisconnected and the rear half 44 of the universal coupling for 3C the shaft is also removed by pulling the stem or stud 43 thereof out of the square socket in the tubular shaft 13. The cross frame member 21-is then attached to the side frame members back of the iange of the cup member 15 12 and the housing 24 of the speed range gear 3 is then bolted. To do this, the inner mechanismof the speed range gear 3 is removed from the housing 24 so that the screws which hold the'en'd wall 23 tothe Hanges 11 of the 2g Ford transmission may be fastened in place. Other means of securing these parts together may obviously be provided. The housing 24 may also be secured independently to the cross frame member 22 to secure additional sup- 25 port therefrom. When the housing 24 is applied, the stud 16of the combined internal gearand socket'member 17 is forced into the socket in the tubular shaft 13 and the rest of ,the speed range gear is then assembled, with au the rear half of the universal coupling fastened in the socket of the shaft -section 40. Theltorque tube 6 is shortened to bring the universal coupling therein to the rear of the eccentric drum 26,. and 10 at thesame time is shortened to bring Y the universal joint in register with the universal joint in the torque tube, the eifect being that of moving the universal joint in-the propeller shaft and in the torque tube back 4p, by a .distance corresponding to t e distance between the endsV of the squar d studs 16 and 43.'

The speed range transmission mechanism may be packed with grease by filling the samethrou h an opening 73 formed through the outer housing 24 and through the inner drum 26 and normally held closedby a cover 74. Suitable lubricant may be introducedthrough gthe opening 73 and it -m y be drained off 50' through a drain plug 7 5)a at the bottom, a suitable openingbeing provided through the inner drum 26 to permit the same. A felt or other fibrous packing ring 76 is provided at the end of the inner eccentric drum26 to;

prevent leakage of lubricant out-past the retaining ring'71. The same lubricant which lubricates the gears may also lubricate the bearings and the universal joint, although av separateopening, as indicated at 77, Amay-be provided for lubricating the universal joint. Assuming now that the car is to be driven under the`usual circumstances and a lower speed'range, the parts will be as shown in Figs. .1 fand 2, theconnection from the ac- '65 celerating transmission to the propeller shaft ping into the notch the propeller shaft ward and swung over to the right to swing the eccentric carriage 26 about a pivot eccentric to the shaft section 40 so as to 'bring the teeth 36 into line with the teeth 35, whereupon the ha'ndle 4 is pulled to the rear and the pinion 37 is plunged forward into mesh with the teeth on the internal gear. The keyl67 drop-- 69 holds the parts in that position. The control lever 4 mounted close tofthe drivers seat and is relatively short so that it does not interfere with the foot room in the .car and does not'get in the way of the occupants. The car may then be driven through the higher speed range with a given range of engine speed and the transmission is quiet and eiiicient.

The device shown in Fig. 2 is in the nature of an attachment for cars already in existence and is preferably sold as a separate unit and applied as above described. Where the principles of my gear are in mesh and-to permit ofthe high speed drive to occur when the pinion and the central socket are in mesh. In other words,

the construction approaches more closely towhat I have shown in Fig. 7 for the Ford truck type of speed range gear.

Referring now to Figs. 6,7, 8.and 9, I

`have shown a speed range gear mechanism such as is suitable as an attachment to present constructionsof Ford trucks wherethe probis preferably invention are to be applied tol new car des1gns, the construction may be conf through level country Y lem is slightly different In the Ford truck asA now constructed, the engine 1 and acceleratlng and reverse transmissmn 2- are the same 'as in the pleasure car, but on the rear axle a worm type of transmission 78 is employed in the differential so that the speed range during normal driving of the truck is as hi h as is consistentwith the ability to haul t cases particularly with heavy loads a lower speed range is desirable. It is found, however, that when tlie truck is run home empty, the 'driver having no load to transport will wish to speed up the truck, since traveling light it should be capable of moving Aalong at a fair rate of speed. A

In the embodiment lshown in Figs. 6 to 9, inclusive, I have shown a speed range transe capacity load of the truck. In many v y ternal gear is connected mission which provides for the lower or loaded speed range a gear reduction whic permits heavy loads vto be hauled at a relatively lower rate of speed and which then permits the .driving'shaft to/be coupled directly to the propeller shaft for the higher speed range when'the truck is loaded light or empty. l p

The construction shown in Figs. 6 to 9 is substantially like that shown in Figs. 1 to 5, inclusive, with the exception that the into the driven shaft; that is, the tubular shaft 95, which forms an intermediate shaft between the engine driven shaft 13 and the propeller shaft 10.

In the embodiment shown in Figs. 6 to 9, I have employed the same reference characters where the same details of construction are employed.

The mounting of the outer housing 24 upon the rear end of the transmission'housing '10 with the intervening cross frame member 21 is substantially the same as described in connection with the embodiment of Figs. 1 to 5. The stub pinion shaft 80 has a square shank or stud 81 which fits in the square socket in the i intermediate tubularshaft 13. The pinion l33 retains the inner race of the ball bearing f shaft being shortened up by an amount corvthe pinion 82 and -51 backward; that is,

82 lies inside ofsaid housing 24, a suitable bearing 32 lying inthe end wall 23 and sup-J porting said shaftSO. A split retaining ring 32 uponsaid pi'nion The outer race ring o the bearing 32 rests in a suitable ring 84 which extends inwardly toward the inside of the housing 24 from the end wall 23, so as to support the bearing 32 ascloselyf as possible to yet not interfere with the internal gear 85 when the internal gear is plungedforward to have its splines 86 mesh with theteeth 83 of the pinion 82.

The internal gear 85 has a rearwardly extending hollowhub or sleeve 87 containing the splines 86 which are of the same pitch as the dteeth 83 ofthe pinion 82 and also of the same in order to avoid play/be- This sleeve or hollow yhub` 87 is supported in an anti-friction bearing 88, in this case a ball bearing. the inner race 89 being clamped between Aa shoulder 90 and the clamping nut 91 which is threaded upon the rear end of said sleeveor hollow hub 87. The outer race 92 of the bearing 88 is slidably ,Y mounted inl asupporting' ring 93, which ring is connected by a suita le web with the'eccentric carriage or drum 26., The ou er race 92 is keyed or splined to said ring 93 to prevent rotation of the outer ring. t its lower side the supporting ring or box 93 is slotted, as indicated at 94, to permit the shifter fork 50 to enter the same.- .lhe shifter fork 50 reaches upward from its shaft 51 and has its fingers lying between the iangeor web of the internal gear 85 and the inner race 89 of the bearing 88. Thus, axial movement of the plungel` to the right as viewed contour or profile tween the parts.

in 7,- will move the internal gear 85 and h its bearin 88 backward' gn the splines formed 'end of the shaft section 95.

upon the orward This shaft section 95 has splines 96 meshin with the splines"86. The forward end o the-shaft section 95is enlarged as indicated so asv to provide the splines 96 of substantially the same profile and pitch as the profile and pitch of the gear teeth 83, although the -splines are preferably shorter. The rear part of the shaft section 95 has a socket formed therein, preferably by broaching, to receive the shank or stud 43 of the rearsec'- tion 44 of the universal coupling in the propeller shaft 10. The bearing 58 has its outer race supported in the reduced neck of the eccentric carriage26 and its inner race is clamped between a shoulder formed on said shaft section 95 and' the clamping nut 61.

Thus, the shaft section 95 is supported in theeccentric drum and isheld' against axial shifting by said ball bearing 58. 4 In applying the unit which is shown in Fig. 7, the section 44 of the universal coupling ywhich normally occupies the socket in the'tubular rshaft 13 is removed and is inserty ed in the spcket Lformed'in the shaft section 95.- The cap 30 of the universal joint in the torque tube 6 is applied to the rear endv of the eccentric carriage, as indicated at 3()V in Fig. 7, the torque tubeand the propeller responding -to the distance between the ends ofthe shanks 81 and 43, asviewed in Fig. 7. The cross frame member 21 may be first applied and then the housing 24, with the eccentric drum or carriage 264 removed, is then secured in place, the stub pinion shaft 80 being thereafter, or at the same time, secured in the end of the tubular intermediate shaft the eccentric drum or carriage 26 is put in place and held by the retaining rin-g 71. The ate member and the retaining ring are held 1n place by the cap screws 72. erating handle 4 connects with the plunger 51 for the fork 50 and, bymeans of this handle 4, the shiftable gear 85, with its bearin 88, is rst retracted axially to take the ines 86 and teeth 83 out of mesh, then the' ccentric carriage is swung sidewise to shift the axis of the shaft section 85 laterally and to carry with it the 'oint in the propeller shaft and the 'oint in t e torque tube, whereupon thehandle 4 is pulled to the rear,'the key 67 entering the notch 69 in the gate member 70, at the same time plunging the shiftable gear 85 into meshl with the pinion 82. With the parts in the position just described the desired gear reduction between the erfgine and the rear axle is process, the parts may be shifted from the low speed range position to the high speed range position by retracting the shiftable gear and its bearing, moving the shaft sec- The op-l 13.V After the. housing is clamped in place,

obtained, and by a like v peller shaft ma tion 95 axially into alignment with the pinion 8O and plungin the partsinto the position shown in F1 In general, the device shown in Figs. 6 to 9 is the same as the device shown in Figs. 1 to 5, with the exception of the arrangement of the internal'gean and pinion, the parts being reversed. However, it is to be noted that,as explained in my vprior patent, the ratio change whichis secured in the speed range gearingshould be designed towork with a proper reductionin the rear axle.

It is o be noted that where economy of space is desirable, the shaft section 95 may be shortened, and, in fact, if desired, the universal coupling inthe torque Vtub'eand pro- Y be telesco d with the enlarged front en fof the sha section 95.

f In Figs. 10, 11 and 12 I have shown a modi-v cation in whichvthe eccentric carriage 95 is mounted by means of aftlange 96. This flange 96 takes the place of the cylindrical drum 26 shown in the previous forms. This flange-*96 has an outer cylindrical surface which is eccentric with respect to the intermediate shaft` 13 and lthe shaft' section 97 which is journaled in said carriage 95.

TheV frame or housing 98 is bolted to the flanges 11 of the gear box 10 and it provides an eccentric notch-or bore 99 for relievin the flange 96 of carriage 95. The flange is eld in place by a retaining ring 100 which contains a felt packing ring 101 to retain grease and to exclude grit. Y l

The frame 98 projects forward into the gear housing 10 and provides a seat 102 for the outer race ring 103 of ball bearing 104. A stub -pinion shaft 105'is mounted inthe innerrace of the'bearing 104. At its front end it has a squared stem-or stud 107 filling into the squaresocket in the rear end of shaft 13. .At its rear end the shaft105 has the pinion 108. The eccentncally mounted carriage 95 has a heimspherical socket 28 at the rear end thereof. A co-operating ring 30 of spherical contour is connected thereto at flanges 31, to form the outelispart of a' hollow base and socket joint for the forwardend of torque tube 6. Y

A roller bearing 109 in'the fear end of carriage 95 mounts the rear end of shaftsection 97. This shaft section has anintegral fork110 formed thereupon at its rear end. The fork 1,10 forms one part of a universal jointl in Lthe propeller shaft coincident with the base and socket joint29-30 in the torque tube. The forward end of shaftsection 97 is squafred or otherwise splined for driving the internal gear and clutch member 111. This member 111 is independently journaled in the carriage 95 by means of the ball bear'- ing 112, the inner race 113 of which is fastened to said ember 111 and the outer race of which is sh ably keyed in the cylindrical apanage 'and a clutch socket 117 both having teeth meshingl with the teeth of pinion 108. The

former to provide a gear reduction and the l'atter for direct drive The eccentrically mounted carriage 95 is arranged'to shift the shaft laterally up and down forJ securing this change in driving ratio. The member 111 is adapted to be shifted axially to mesh the teeth. This rocking of the vcarriage and plunging of the gear is accomplished by means of an operating handle 118 which is pivoted on a transverse pin 119 mounted in lugs 120 formed integral with a tubular extension 121 on top of carriage 95. The handle.

118 has a spherical 4surface 122 adapted vto contact with a felt washer 123 seated in the Y top of said tubular extension 121.

The handle 118 has a pin 124 integral therewith extending down below pivot 119. A shifter fork 125 has a tubular stem 126 fitting over said pin 124 and is held in place by a nut 127 on the end of the pin 124. The shifter fork 125 has two arms pivoted to pins 129 formed on a shifter yoke 128, which yokeV lies in groove 130 formed in the rear end of, 'member 111..-

- By forward and backward Vmovement of handle 118 the member 111 is shifted backward and forward, carrying with it bearl'ing 112. Y p

Handle 118 has a key 131, preferably formed integral therewith playing in a gate or slot in the guard 132. -The guard 132 has a circular slot' 133 concentric-with flange 96 and it has notchesfor retaining the key 13 1 against rotation. A spring 134 keeps the key 131 inl position.

' While I have shown the internal gear and clutch member 111 as axially movable and pinion 108 stationary, it will be apparent to those skilled in Ithe art that the relation of these parts may be reversed when a step up instead of a stepdown -is desired. Also, it

v willr be plain to those skilled in the art that the movable member 111 may have a ball groove for bearing 112 cut directly in the outside of the same instead of havinga separate ring 113. y

The operation will, itis thought, be-'clear from the foregoing.

In Fig. 13 I have shown how to lock the car in neutral, i. e., non-driving position. A circular ange 135 extends forward on the carriage 95. -Above this ange 135 and on the v frame or housing 98, ies a plunger lock 136 which has a pin or olt 137 guided in said Vhousing 98 and adapted to be projected into an aperture in the flange 135. The aperture is formed in the central part of the ange 135 is such position that pin or bolt 137- cannot gear is in the positionshown in -form of the well known pin be projected to the same until the speed range 4 Fig. A13, i. e., non-driving position when the pinion 108 is out of mesh with both the internal gear 116l `and; the clutch` socket 117.

The plunger 138 which carries said pin or bolt 137 has a laterally projectible bolt or latch 13 9 adapted to enter a notch 140 when the plunger 138 and its attached pin 137 are projected into locking position. The bolt 139l is spring pressed and is adapted to be automatically projecte into notch A140 Yupon depression of plunger 138. Said plunger` 138 carries in its upper end a key releasable member for retracting bolt 139, preferably in the tumbler barrel. This barrel is carried in tlie upper end of housing 141, which Ais mounted on top of the gible.

housing 98.

The operation of this locking mechanism is believed to be clear from the above. The speedrange gearing is the same as described in connection with Figs 10, 11 and 12. It will be apparent that if the gear is to be locked into neutral, it requires a conscious effort to move the gear to neutral position, but the operation is very simple. The danger of accidentally locking the gear in neutral is negli- Apertures may be Vprovided in flange 135 for locking the gear in eithermeshed position vthe bolt 137, when plunger` 'The bolt 137 is not interlocked by if so desired.

Accidental depression -of plunger 138.may also be prevented by providing another notch like 140 into which -latch 139 drops when the bolt is raised; whenaso constructed the key 137 is required tolock 'thegean As shown in the drawing, the key is not needed to plunge the lock for locking in neuyral or other position.' v `f In Figs. 14 and 15, I have shown a m'odied form of lock in which an automatic plunger lock 136 is' mounted on a bracket 142 and is` connected `to guard 132. In this case the key 136 which is guided in the guard 132 is eX- tended to lie under the lock 136. The key 136 has an aperture adapted to be entered by 138 is depressed. key 131 since it is not wide enough to do so; This permits the structure to lock the gear to mesh either way'or out of mesh in neutral.

It`is. believed that the operation will ,be/ clear .from the above. In either case When 'flocked in neutral the `carriage-cannot be rocked and the gear members cannot be meshed.

I do not intend to be limitedto the details shown nor described I claim z, o 1

- 1, In an automobile having ar rear axle housing, a torque tube extending forward and upward therefrom, a propeller shaft in a5 said. housing, a tube containing a carriage,

section having riage, a driving shaft, gearing between driving' shaft and said shaft section, gearing including afpinion gear and an 1nternal gear, said carriagebeing movable to shift the shaft section and its gear laterally up and down, said torque tube havin" its forward end joined to said carriage by a flexible joint and said propeller shaft being a shaft said oined to 'said shaftsection by a flexible oint the exible joint `in the registering with propeller shaft, said forward part of the torque tube being shiftable with said carriage.

2. In combination, driving mechanism having a driving pinion, a housing, an ecs `centric carriage supported in the` same, a

an internal shaft section in said carriage, gear splined to the shaft section and adapted to be pluii ed into mesh with said pinion, a torque tu e lcpnnected by a universal joint to said carriage and a propeller shaft connected by a registering universal` joint to said shaft section, said carriage being adapted to shift the end of the torque tube up and down.

3. In combination, a driving shaft, a pinion fixed thereupon, a shaft section, 'amovable carriage therefor'for shifting said shaft section laterally, an axially movable inter` nal gear' connected to said shaft section and an axially shiftable bearing for said gear mounted in s aid carriage. l

4. In combination, a driving pinion, an axially shiftable internal gear, an eccentric an anti-friction bearing for the internal gear axially shiftable in said drum.

5. In combination, a pinion geargan internal gear, one of said gears 7'shaft havinga socket in the end thereof,

a. supplementary housing secured to the end of the first housing, a stub shaft having a shank fitting in the' socket, said supplementary housing having a transverse wall, a bearing fox` the stub shaft in said transverse wall, an eccentric drum mounted in said supplementary housing', arr short shaft section carried in said drum 'and adapted to 'be translatedlaterally bymovement of the drum, a torque tube exibly joined to the eccentric drum, a propeller shaft ilexibly vconnected to theshaft section, a pair of gears connectingsaid shaft section and being relatively' 'fixed and the other relatively movable latbearings in said carsaid 4 Vdrum for supporting said internal gear and pinion Aand an internal said stub shaft,` said gears comprising a spr centric carriage in said housing, a shaft section in said carriage movable laterally therewith, said shaft section having a socket at its rear end for receiving a. part o f a uni-` versal joint, a pairV of gears comprislng an external gear and an internal gear connect- Y ing said Stub shaft and said shaft sectn,

atY

fixed on the end of the and a torque tube connected to the lcarriage by a universal joint, said eccentric carriage being movable to shift said shaft section and said torque tube up and down.

8. `In. combination, a housing having an end wall, a bearingin said end wall, a stub` shaft in said bearing having a non-circular 'shank extending from the housing,Z an eccentric carriage in said housing, a shaft section in said carriage movablelaterally therewith, said shaft section havinga socket4 atv -its rear end for receiving a part of a universal joint, a pinion fixed on the stub shaft, an internal gear slidably connected` onthe forward end of said shaft section, and a torque tube connected tothe carriage by a universal joint, said eccentric carriage being k movable to shift said shaft section and said torque tube up and down.

. 9. In combination, a; housing having an end wall, a bearing in said end wall, a stub shaft in-said bearing having a non-circular shank extending from the housing, an internal gear stub shaft within said housing, an eccentric carriage in said housward end ofthe shaft section Ylaterally therewithsaid ing, a shaft section in said `'carriage movable shaft section havin .a socket at its rear end for receiving a part o a universal joint, a pinion keyed to the 'for'- and axially movable with respect thereto, a torque tube-connected to the carriage by a universal joint, said eccentric carriage being movable to shift said shaft section and said torque tube up and down.-

10. In combination, a housing having a bearing at its frontend, a stub shaft in said bearing, an eccentric carriage in said housing, a shaft section mounted in theY carriage, a pair of gears comprising an internal gear and a spur pinion connecting sai shaft, one of said ears being splined to the shaft section and ieing axially shiftable, a bearing for said shiftable gear, said bearing being axially shiftable with said gear, a handle pivoted to the carriage for swinging the carriage laterally, and a shifter fork for the shiftable gear 4connected to said lever.

11. In combination, a housing having a gear, one of said,

bearing at its front end, a stub shaftin said bearing, an internal gear iixedon the stub shaft within said housing, an eccentric carof the stub shaft within the housing, an ec.(

centric carriage in said housing, a shaft section mounted in the carriage, an internal gear splined on the shaft section and axially movable with respect thereto, a bearing for said internal gear, said bearing being axially 'shiftable with the gear, a handle pivoted to the carriage for swingin the carriage laterally, and a shifter fork igor the internal gear c' ected to said handle.

Oi. A

speed range gear device comprising.'

a housing having a front end wall, a bearing supported in saidffront end wall, a pinion mounted in said bearing, aan eccentric drum mounted in the housing, a tubulard'r'ven member mounted in said housing, said tu ular driven member being adapted to be connected through a universal joint to a proller shaft, an internal gear splined for axial movement on said tubular member, a bearing mounted on the outside of said internal gear and shiftable axially therewith, an eccentric carriage in said drum having a box or .rin for vsuporting said bearing, and a lever or swinglng said drum or carriage laterally plunging the internal gear and its bearing axially.

14. Speed range gearing comprisinga housing, a bearing at the forwardend of the housing, a pinion shaft suplported in said housing ftable with the pincarriage, an internal gear and for and universal joint mechanism for a propeller shaft connected to the tubular shaft and means for angularly moving the movable carriage anda fork for said internal gear con-- nected to said means for axially plunging said internal gear. Y f N .15. -In combination, a housing, a shaft section, an eccentric carriage forthe shaft sec-j 125 tion in said housing, ternal gear splined on the shaft section for meshing with'the pinion or for clutching the lshaft section thereto, a propeller shaft connected to the shaft section and a torque tube a driving pinion, an in` propeller shaft connected to the shaft section, and a concentric universal joint for a torque tube connected to the carriage and shiftable therewith.

17. ln combination, a shaft section, a movable carriage therefor, a stationary housing for the carriage, a pinion having a bearing in said housing, a cooperating internal gear splined lon the shaft section, said internal gear having its own bearing in said carriage,

said gear and bea-ring being axially movable independently of the carriage.

18. ln combination, an internal gear and clutch member, a pinion member, one of said membersbeing relatively' stationary, the other being relatively shiftable, laterally and axially; a rocking carriage for the relatively shiftable member and a roller bearing mounted on said shiftable member between it and the carriage and being axially movable in the carriage with said shiftable member.

19. ln combination, an internal gear and clutch member, a pinion member, one of said members being relatively stationary, the other being relatively shiftable, laterally and axially; a rocking carriage for the relatively shiftable member and a roller bearing mounted on said shiftable member between it and the carriage and being axially movable in the carriage with said shiftable member and common means for rocking the carriage and shifting said last named member.

20. In combination, an internal gear and clutch member, a pinion member, one of said members being relatively stationary, the other being relatively shiftable, laterally and axially; a rocking carriage for the relatively shiftable member and a roller bearing mounted on said shiftable member between it and the carriage and being axially movable in the carriage with said shiftable member and means to lock said gear members in a nonmeshing position.

21. ln combination, an internal gear and clutch member, a pinion member,one of said members being relatively stationary, the other being relatively shiftable, laterally and axially; a rocking carriage for the relatively shiftable member and a rollerbearing mounted on said shiftable member between it and the carriage and being axially movable in the carriage wiv h said shiftable member, l'and means for locking said carriage in predeter-V mined neutral position.

22. ln combination, an internal gear and clutch member, a pinion member, one of said members being relatively stationary, the other being relatively shiftable, laterally and shiftable member and a roller bearing mounted on said shiftable member between it and the carriage and being axially movable in the carriage with said shiftable member and common means for rocking the carriage and shifting said last named member, and locking means for said common means to prevent rocking of the carriage or shifting of said latter member.

23. In a transmission gearing in combination, a stationary casing, a pair of rotatable members, internal gearing and a dental clutch rigidly carried by one of the members, and a pinion adapted to mesh with either the gear or the clutch, means including a shiftable bar for imparting longitudinal movement to one of the said rotatable members, a bearing shell mounted within ythe casing, having its center of rotation out of alignment with one of the shafts and a shipper-lever trunnioned to said shell and engaging the bar whereby the pinion teeth and the gear or clutch teeth may be brought into engagement.

24. In combination, a pair of rotatable members, one having internally formed teeth and the other externally formed teeth, a casing adapted to support oneof said members, a shell mounted to turn within the casing having its axis of rotation eccentric to one of the said members and having a portion thereof extending entirely outside of the casin said shell being adapted to support the other of said members, means including a lever pivoted to the said portion of the shell for rotating the shell to bring certain of the teeth on each memberv into alignment with corresponding teeth of the other, and means including said the other and into driving engagement there-4 with.

25. In a gearing, a casing, an eccentric bearing having a portion thereof extending externally of the casing and forming a part thereoffa gear carried b the bearing, acooperating gear carried by the casing, and means including a lever pivoted to the external portion of the eccentric for moving the eccentric to bring the teeth of the gears into alignment and having a connection with one of the gears for subsequently bringing the teeth thereof into driving engagement with the other gear.

In witness whereof, I hereunto subscribe my name this 28th day of August, 1924.

THOMAS L. FAWCK.

axially; a rocking carriage for the relatively 

